Exhaust mechanism for locomotives



(No Model.)

1. F. WALLACE.

EXHAUST MECHANISM FOR LOCOMOTIVES. No. 356,562. Patented Jan. 25, 18 87.

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NlTE STATES PATENT Price.

IRA F. WALLACE, OF ALTOONA, WISCONSIN.

EXHAUST MECHANISM FOR LOCOMOTIVES.

EPECIFICATION forming part of Letters Patent No. 356,562, dated January25, 1887.

Applicativn filed July 31, 1886. Serial No. 209,689. (No model.)

T0 all whom, it may concern.-v

Be it known that I, IRA F. VVALLAOE, of Altoona, in the county of EauClaire and the State of Wisconsin, have invented a new and ImprovedExhaust Mechanism for Locomotives, of which the'following is a full,clear, and exact description.

The object of my invention is to provide a new and improved exhaustmechanism for 10- comotives, which operates automatically and inaccordance with the travel of the cylindervalves.

The invention consists of an exhaust-nozzle opening-into thesmoke-stack, of doors hinged on the upper end of said nozzle, and oflevers operating the said doors and connected with the reversing-shaftof the locomotive.

The invention also consists of various parts and details andcombinations of the same, as will be fully described hereinafter, andthen pointed out in the claims.

Reference is to be had to the accompanying drawings, forming a part ofthis specification, in which similar letters of reference indicatecorresponding parts in all the figures.

Figure l is a side elevation of the front part of a locomotive providedwith my improvement, parts being in section and others broken out. Fig.2 is an end view of the same, parts being removed. Fig. 3 is an enlargedend view of my improvement. Fig. 4 is a side elevation of the same, andFig. 5 is a plan view of the same.

Thelocomotive A, of any approved construction, is provided in the frontpart of its boiler B with the nozzle or pipe 0, into which exhaust thecylinders D of the locomotive A. The nozzle 0 is provided on twoopposite sides with the doors E and E, respectively, of which the doorsE are pivoted at their outer ends to the nozzle 0, and are provided withlugs, through which passes a rod, F, connected by a link, F, with thearms G, secured to the shaft H, passing transversely through the boilerB, and having its bearings attached to the shell of the same.

' The link I connects the rod F of the doors E with the lower arm of thebell crank lever J, pivoted on the rod K, which also forms the pivot forthe doors E, and has its hearings on the nozzle .0. The upper end of thebell-crank lever J is pivoted to the doors E by the rod L.

The shaft H projects to the outside of the boiler B, and is provided onthis outer end with a crank arm, M, to which is attached an adjustablerod, N, connected with an arm, 0, secured to the reversing shaft P ofthe locomotive A. The reversing-shaft I? is of the usual construction,and is connected with the engine in the usual manner. The crank-arm M isprovided with the apertures M, so as to permit of regulating the throwof the crankarm M according to the travel of the valves of the cylindersD. The connecting-rod N has a j oint-coupling, Q, which permits ofincreas ing or diminishing the length of the rod N, according to theadjustment of the doors E and E. I/Vhen the arm 0 is in mid-position,the doors E and E are nearest each other. When the arm is in eitherextreme position,the doors E and E are farthest apart.

The operation is as follows: The doors E and E are moved simultaneouslytoward or from each other, according to the oscillation of thereversing-shaftP, and thereby open or close the upper end of theexhaust-nozzle 0, thus increasing or diminishing the opening for thefree exit of the exhaust-steam. Vhen the arm M is moved inv thedirection of the arrow a, the doors E and E swing inward toward eachother and decrease the opening of the nozzle C at a time when the engineis using theleast steam; but when the valves are opened to theirgreatest extent the arm M isswung in the inverse direction of the arrowa, and both the doors E and E are simultaneously opened by the link Facting on the doors E, and by the links F and I operating the doors E bymeans of the connecting-link I and the bell-crank lever J. Thisautomatic opening and closing of the doors E and E permits a free escapeof the exhauststeam, and thus prevents backpressure in the cylinders,increases the steaming qualities of the locomotive, and effects a greatsaving of fuel.

Having thus fully described my invention, I claim as new and desire tosecure by Letters Patent 1. The combination, with the exhaust-nozzleclosed at its top and having opposite side openings. of doors hinged tothe nozzle to close or open said openings, and mechanism for operatingsaid doors from the reversing-shaft of the locomotive, substantially asset forth.

2. In an exhaust mechanism forloeoinotives, the nozzle 0 and the doors Eand E hinged on the same, in combination with the bell-crank leverJ,connected with the doors E and E, the link I, pivotally connected withthe said bell crank lever J and the doors E and E, the link F,connecting the doors E, and the link I with the arms G, the shaft H,provided with the said arms G, and the oscillating crank-arm M,substantially as shown and described.

3. In an exhaust mechanism for locomotives, the exhaust nozzle G, thedoors E and E, hinged IRA F. W'ALLAGE.

Witnesses:

A. C. KIMsToN, W. R. WOOD.

